Pneumatic-despatch-tube system.



B. C. BATGHELLER.

PNBUMATIG DESPATGH TUBE SYSTEM.

APPLIUATION FILED JULY 9, 1909.

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B. C. BATGHELLER. PNBUMATIG DBsPATcH TUBE SYSTEM.

APPLICATION IILED JULY 8, 1909.

Patented Uct. 28, 1913.K

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B. G. BATGHELLER.

PNBUMATIG DBsPA'rGH-TUBB SYSTEM.

APPLIOATIN FILED JULY 9, 1909.

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B. G. BATCIIBLLER.

PNEUMATIG DESPATGH TUBE SYSTEM.

APPLICATION FILED JULY 9, 1909.

1,076,737. U Y Patented 0ct;2s,1913.

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B. C. BATGHBLLER. PNEUMATIC DESPATGH TUBE SYSTEM.

A PPLIUATION IILED JULY 9, 1909.

Patented 0013.28, 1913.

5 SHEETS-SHEET 5.

. :Husum/r Q1 ALM @M Arramlfn BIRNEY C. BATCHELLER 0E" NEW YORK, N. Y.

PNEUMATIC-DESPATCH-TUBE SYSTEM.

Specification of Letters Patent.

Patented 0015.28-, 1913.

Application leiauly 9, 1909. Serial No. 506g670.

To all Lv/wm it" may' concern Be it known that I, Binner C. Bn'roI-IEL- nur., a citizen ot' the United States of Amen ica, residing` in the city, county, and State of New York, have invented a certain neviT and useful Improvement in PneumatioDespatch-Tube Systems, of which the following is a true and exact description, reference be-- ing had to the accompanying drawings, which form a part thereof.

rlhe present invention relates to pneumatic despatch tube systems, and the object of the invention is the provision oi suitable means for so controlling the airu moving device for causing the llow of air through the transit tubing to transmit carriers, that said device will be set into operation, or, it already in operation, will be maintained in operation after each inserti-on of a carrier, for a period long 'enough to insure the transmission of that carrier to said destination, but will be stopped, and the useless expenditure of en ergy thereby avoided, when the carrier last inserted has had time to reach its destina tion and there is no necessity for the further operation of the device. This I accomplish by providing a timing mechanism arranged toA be set in one position in which it starts the air moving device into operation, or.` if the latter is already in operation, maintains such operation` upon each carrier insertion, and arranged to automatically move in a definite period of time from said one posi- Vtion into a second position in which it stops the air moving device, unless during said period a second carrier is inserted, in which case the timing device is reset to the said one position regardless ofthe time interval between such' insertion and the previous car rier insertion. y

The various features of novelty which characterize my invention are pointed out with particularity in the claims annexed to and forming a part oi` this specification. For a better understanding oil? the invention, however, and the advantages possessed by it, reference should be had to the accompanying drawings and descriptive matter in which I have illustrated and` described several of the various forms in which the invention may be embodied. y

0f the drawings, Figure 1 is a diagrammatic representation of a pneumatic despatch tube system in which the timing device is a iuid pressure device, and fluid pressure connectionsV are employed between the timing device and the setting device and be tween the timing device and the motor control-ler proper. Fig. 2 is a sectionalA eleva.- tion of" the timing device of Fig.. l. Fig. 3 is a sectional elevation taken at right angles to Fig; 2L Fig. 1l `is a sectional elevation of the pilot valve operated by the" timing de vice, the section being taken on the line 1li- 4.- ofFig. 3. Fig. 5 is an elevation of the motor controller, and fluid pressure actuating` device therefor, employed. in the system shown in l, the Huid pressure device being in Section. Fig. 6 is a sectional elevation oi the setting' device located at the transmitter in the system shown in Fig. 1. Fig. 7 is a diagram showing a system, generally like that of Fig. l, but in which a separate timing device like thatshownin Fig. l isemplloyed in conjunction with each of a plurality of transmitters located one at each. of a plurality ot sending stations and which each timing devicev is connected to the fluid pressure actuating device for the motor' controller by electrical connections; Fig; S is a sectionalelevation of the contact making and breaking device' actuated by the timer in the system sho-wn in FiO. 7. Fig. 9 is a sectional elevation of the electrically actuated pilot valve by which the main valve ot the tluid pressureV motor controller is operated in the system shown in Fig; 7.

Referring first to the construction shown in diagram in Fig. it, and illustrated in detail in Figs. 2 to (i,v inclusive, A represents the transit tubing of a pneumatic despatch tube system. At one end of the tubing A is a transmitter mechanism' A2 and at the other end, a receiving and discharging mechanism A. rlh'e transmitter and receiver mechanisms` may be of any suitable form ofi-which there are several well known kinds. ln the system shown, the carriers are transmitted by compressed air supplied to the tubing A from the air compressor or` pump B through the pipe A. y

In the` particular form of apparatusdisclosed, the pump B= is driven by an electric motor C, receiving current` under conditions hereinafter explained from the supply conductors X and Y. The supply of current to the motor@ is controlled to properly start and stop the motor by a rheostatic controller D actuated by a fluid pressure device E. g The 'luid pressure device E is controlled ini 1its operation by a pilot valve F and the f latter in turn is' controlled by the timing device G. The timing device G is set in turn upon the insertion of a carrier into the transmitter of the system by the setting device indicated collectively by the symbol H. The setting device (see Fig. G) comprises a trip arm or lever H, pivoted at H2 to a bracket H3 secured toi the transmitter section of the transit tubing, and the linger H is free to move from the normal full line position Vshown in Fig. 6 in which it extends into the' transit tube, through a slot A0, into the dotted line position shown, being moved into the latter position by the insertion of a carrier into the transit tubing. The arm H isfcrmed with an offset portion H4 to which is pivotally connected a link or arm H5. The arm H5 is slotted at H0 to receive a block H7 which is free to slide in the slot- H0 longitudinally of the arm H5, and is pivotally connected to the stem H8 of a piston H0 in the cylinder H10 carried by the bracket H3. The piston H9 is at all times urged to the left by the spring H11 but is moved to the right against the action of the spring H11 by means of a fluid under pressure admitted to the outer end of the cylinder H10 through the port H12, and pipe 3 from the port G10 of the timing device G, from time to time, as hereinafter explained.

The casing of a pilot valve I is detachably secured to the bracket H3. This valve casing is formed with an inlet chamber I and a port I2 leading thereto, an oulet chamber I3 and a port I4 leading thereto, and a valve seated port I5 through which communication is had between the chambers I and I3. The port I2 is connected by a pipe l to a source of fluid under pressure, as the tanklJ, and the port I1 is connected byl a pipe 2 to the port G0 of the timing device G for a purpose hereinafter explained. A valve member I0 is normally held by the spring I7 in the position in which it seats on and closes the port I5. The stem IS of the valve member I0 projects through the valve casing and into line with the rod H5 when the latter is in the position occupied when the piston H0 is held at the outer limit of its movement by the spring H11. A leakage port I0, controlled by a piston like enlargement I10 on the valve stem I8 is closed by said enlargement when the port I5 is open, and is open when the port I5 is closed by the valve member I0.

slotted arm H5 has its upper end broughtbelow the lower end of the valve stem I3, and the spring H11 acting on the piston H0 then, through the stem H3, draws the arm H5 into alinement with the stem I5. When thereafter the trip arm H returns to the full line position the valve IG is moved by the arm H5 to open the port I5 and permit a fluid under pressure, as air compressed by the pump B, and stored in the tank J, to flow through the pipe l to theport I2, through the valve chamber I and port I5 to chamber I3, and through the port IJL and pipe 2 to the port G0 ofthe timing device G. This causes the timing device G to be set and at the conclusion of the setting operation, air flows from the timing device into chamber H10 through port G15 pipe 3 andV port H12, all as hereinafter explained. The air thus admitted to the outer end of the chamber H10 forces the piston H0 in, and throws the arm H5 out of alinement with the valve stem I5, whereupon the valve member I5 is moved to close the port I5 by the spring I7. The subsequent opera-- tion of the timing device connects the outer end of the cylinder H10 to the atmosphere, as hereinafter explained, and the tripping mechanism is then restored to its normal condition.

The trip arm H may be arranged to swing` from the dotted line position of Fig. 6 into the full line position under the action of gravity, or any other suitable means may be provided for bringing about this movement. In the particular form of apparatus disclosed, however, the tripping arm H is connected by a link J to the stem J2 of a spill valve J 3 of known form, provided to exhaust air from the space between the two gates (not shown) of the transmitter in a known manner, to permit the ready entrance of a carrier into the transit tube proper, and the spring J* is arranged to act on the spill valve to return it to the position shown in Fig. 6, and thereby return the tripping arm H to the full line position as soon as the passage of the carrier permits the return of the tripping arm.

The timing device G and pilot valve F are illustrated in Figs. 2, 3 and el. The timing device comprises a body portion, or shell, having an upper cylinder chamber G and a lower cylinder chamber G3, considerably smaller, in cross sectional area, than the cylinder space G. A cap G3 closes the upper end of the chamber G and is provided with a tubular extension G1 which receives the elongated guide rod G5 secured to the upper end of the heavy piston G5 working in the chamber G. A piston G7, working in the chamber 12 is secured to the piston G0 by the stem G5. A port G0 tween the lower end of the chamber G and novara? compressed air or other fluid under pressure to the lower end of the chamber G to move `the piston G1S up. The purpose of' the piston G7 is to Serve as means for retarding the downward movement of the piston G, when the reduction of pressure in the lower end of the chamber G permits such downward movement, without materially retardingl the upward movement of the piston G1. In order to permit the piston G7 to perform its functions, a. channel or bypass G11 is Vprovided which is open freely to the lower end of the chamber G2, and through the check valve controlled port G12 and through passage ways G13 and G11 to the space G11. The port G12 is controlled by a check valve G12' which opens to permit relatively free passage of' fluid from the chamber G1o into the passa-ge G11, but closes to prevent a flow in the opposite direction. The flow of 'fluid through the ports G13 and G11 is controlled and restricted by means of an adjustable needle valve G11. A port G1G leads to the chamber G at such a point that this port lies just below the lower end of the piston GG when the latter is at the upward limit" of its movement.

The pilot valve F comprises a casing F having ears F2, by means of which the easing may be secured to the side of' the shell of the member G adjacent the upper end of the chamber G2. The valve casing F is formed with a chamber F 1 and with ports F1, F5 and F6 opening into the chamber F1. The port F1 is connected by a pipe 4: to the tank J, and the port F1'by a pipe 5 to the port EO of the controlling valve of' the fluid pressure device E. The port FG is a leakage port. The leakage port F is controlled by the valve disk F7 having a stem FS projecting above the upper side of the casing, and hav ing a body portion F9 which serves as a piston valve to close communication between the chamber F1 and port Ft. The body portion F 2 enters and lills the upper reduced portion of said port when the valve member is moved into the Vdotted line position, but when in the full line position shown in Fig. 4l, communication between the port F1 and the chamber F 1 is had through the annular groove F1O and ports F11. A spring F12 in the valve chamber F3 normally holds the valve member in the position shown in full lines in Fig. 4. The valve casing is secured to the shell of the member G in such manner that the stem FS is in line with a bolt G11 slidingly mounted in the horizontal portion of the shell forming the curved wall of the chamber G10. The pilot valve F is controlled by the piston GG through the sliding bolt G18 for the latter is of such length that whenthe piston GG is down the bolt G18 is depressed and the port FL is closed and the leakage port FG is opened, but when the piston GG is up the spring F12 throws the valve member up, moving the sliding bolt into the position in which it projects above the bottom oi' the chamber G.

In the cylinder E (see Fig. 5), to the port Eo of which the port F5 of pilot valve F is connected, is located a piston E2 depressed when air under pressure is admitted to chamber E through port E0. rl`l1e piston E2 is connected to and operates the valve E1, controlling the operation of the fluid pressure device E which operates the motor starter. A spring E1 holds the piston E1 and valve E1 in the position shown in Fig. 5, except vwhen the upper end of the chamber F is filled by the pressure fluid. The valve E1, in the form shown, is a double valve, comprising` two pistons E5 and E6- The piston E5 serves to connect the port E1, leading to the upper jend of theactuating cylinder E10, either with the inlet chamber E11', between the pistons and E, or with a chamber E1 open through the port E11 to the atmosphere. Similarly, the piston EG serves to connect the port E11, running to the lower end of' the cylinder E10, either with theinlet chamber E11, or with a chamber E12 opento the atmosphere through the port E11. Communication between each of the ports E1 and E11, and the corresponding end of the cylinder E10, may occur through two passages. One of each pair ef passages is controlled by check valves E15 and E111, re-

"spectively, arranged to open to permit the flow of the pressure fluid through the passage controlled by it to the corresponding i end of the cylinder E1 but closing to prevent a flow in the opposite direction. The purpose of the check valves E11 and E111 is to cushion the movements of the piston E10 working in cylinder E10 as the piston approaches the ends of the cylinder. The piston E20 has its stem E21`connected by a link E22 to the operating lever D of the motor controller D which is shown as a rheostatic controller of well known form mounted on a switchboard panel D2.

On the insertion of a carrier into the transmitter A2- of the transit tubing, the tripping mechanism H is operated to open the pilot valve l and thus admit compressed air or other fluid from the chamber J through the pipe l, pilot valve l and pipe 2 to the lower end of the chamber G of the timing device G through port Gn of the latter. This causes the piston G1 of the tiining device to be rapidly moved to the upper end of the piston chamber G. When the piston GG reaches the upper end of the chamber G, the port G1G is uncovered by the piston and pressure fluid passes from the lower end of the chamber G', through pipe 3, to the chamber H10 of the tripping mechanism, whereupon the arm H5 is thrown out of alinement with the stem TS of the pilot valve mechanism I, and the latter closes, thus cutting olf the supply of compressed air to the lower end of the chamber G of the timing mechanism, and permitting the air already in that chamber to discharge through the leakage port I of the valve I. The piston GG then begins to descend, its descent being retarded by the piston G7. The piston G6 is moved back to the upper end of the chamber G whenever thereafter a carrier is inserted in the transmitter, regardless of whether or not the piston had returned to its original position before such insertion. lVhenever the piston G7 moves away from its lowermo-st position, the pilot valve F is operated to open communication through pipes 4 and 5 between the tank J and the chamber E of the controlling valve mechanism for the fluid pressure device E. This causes the valve E* to be moved to admit pressure to the lower end of the piston chamber E10 and move the piston E2O up. This operates the motor controller D to start the motor in operation', and the motor then remains in operation until the piston G6 returns to its lowermost position. When this occurs the port F7 of the valve F is closed and the supply of fluid to chamber E is cut off and the chamber E is opened to the atmosphere through leakage port F6, whereupon the valve E4 moves to admit the pressure fluid to the upper end of the chamber Elo and permit the exhaust of fluid from the lower end of that chamber. This causes the 2 piston E2O to move downward and operates Vjacent each transmitter A3.

the motor controller D to stop the motor C.

.ln the arrangement shown in Figs. 7, S and 9, the system comprises a plurality of transit tubinol sections, of which two A and 1U are shown. The section A is supplied with air through conduitI A from a pump B driven by a motor C, controlled by a device D which is operated by a device E, all as in the first form of the invention described. The section A4 which may be identical with the section A is supplied with air from the latter through the pipe A7. ln this arrangement there is a timing device G placed ad- Each timing device G is operated by its appropriate setting device H as before described. As shown, a fluid pressure tank J is provided for each timing device G. Tn this form, the sliding bolt G19 of each timing device, is generally like the bolt G72 in structure and function, but is provided with its own housing G20 and spring G27, and serves to'control a switch member K which closes connection between switch contacts K and K2 when the piston G7 is out of its lowermost position. When the latter is in its lowermost position, the switch K is moved by the bolt all the G to break the connection between the contacts K and K2. The contacts K, at the vari-ous transmitter stations, are connected by branch conductors 10 to the conductor 11, and the contacts K2 are connected by branch conductors 12 to a conductor 13. The conductor 13 is connected to one terminal of the winding L2 of an electromagnetically operated valve L, and includes a source of current as the battery M. The conductor 11 is connected to the other terminal of the magnet winding L2. Vithin the chamber L, of the valve L, are arranged a valve member L3 and the magnet winding L2. A port L4, leading from the chamber L, registers with the port E0 of the Chamber E of a valve actuating mechanismE, which is the same as that shown in Fig. 5. Ports L5 and L6, opening into chamber L, are connected to a source of fluid under pressure as the tank J, by a pipe 6. The casing of valve L is also formed with a leakage port L7 leading from chamber L. The movable valve member L3 is held by a spring L8 in the position in which the port L6 is closed and the port L7 is open, except when the winding L2 is energized. When the winding L2 is energized, the valve L3 closes leakage port L7 and opens port L6, and pressure fluid then passes into the chamber E to move the piston E2 in the direction to start the m-otor.

The operation of this form of my invention is obvious from the foregoing description, in view of what has been said about the form of my invention shown in Figs. 1 to G, inclusive. When the pistons G6,of

timing devices, are down, the winding L2 is denergized andthe motor C is caused to stop, but when the piston GG of yany timing device G is away from its lowermost position, the winding L2 is energized and the motor C is in operation.

It will of course be understood that any suitable motor regulating mechanism may be used which will operate in a satisfactory manner to start and stop the motor without sparkling and without great suddenness and that the particular type of motor control method will depend in part upon choice and in part upon the character of the installation.

Having now described my invention, what I claim as new, and desire to secure by Letters Patent, is:

1. In a pneumatic despatch tube system, the combination with the transit tubing and a transmitter connected therewith, of an air moving motor, a valve, means adapted to be actuated by the insertion of a carrier in the transmitter for opening saidV valve and holding it open, a timing device controlling the operati-on of said motor, connections with said valve and timing device whereby fluid flows through the valve on the opening of the latter and causes the timing device to be set, and means responsive to a predetermined movement of the timing device for closing said valve.

2. ln a pneumatic despatch tube system, the combination With the transit tubing and a transmitter connected therewith, of an air moving motor, a cylinder, a piston in the cylinder and tending to move toward one end thereof, said cylinder being formed With a port for admitting fluid to the cylinder to move the piston avvay from said one end, and being formed also with a second port adjacent the opposite end of the cylinder and traversed by the piston in its movement avvay from said one end, a valve, means adapted to be actuated by the insertion of a carrier in the transmitter for opening said valve and holding it open, connections whereby the opening of said valve permits pressure lluid to pass into said cylinder through said one port, means for closing said valve operated by liuid passing from the cylinder through said second port, after the piston has moved beyond it, and means responsive to the movement of said piston for stopping said motor when the piston is at said one end of the cylinder, and for maintaining said motor in operation When said piston is away from said one end of the cylinder.

BRNEY C. BATCI-IELLER.

Witnesses M. P. MORGAN, H. N. Corrieri.

copies o! this patent may be obtained for ve cents each, by addressing the Commissioner of Patents, Washington, D. G. 

